Seaplane



May 2, 1944. J. F'. PARKE-R 2, 4 I SEAPLANE Filed May 14, 1941 '7 Sheets-Sheet 1 Jmemari'z' M Aitarney I F J. F. PARKER I 2,347,841

SEAPLANE Filed May 14, 1941 7 Shets-Sheet 2 SECO NDARY Inventor Jma'ffi rker Attorney May 2, 1944. J. F. PARKER S EAPLANE '7 SheeLs-Sheet 5 Filed May 14, 1941 V Inventor 7amesfj arker- Attorney y J. F. PARKER 2,347,841

SEAPLANE Filed May 14, 1941 7 Sheets-Sheet 4 Inventor 'fanzeafifar'er .1. F. PARKER L SEAPLANE Filed May 14. 1941 May 2, 1944;

'7 Sheets-Sheet 5 .lm mm "May 2, 1944.

1. F. PARKER SEAPLAN'E Filed May 14, 1941 I 7 Sheets-Sheet e PUMP hiya Inventor A Home Psieiiie'a May 2, 1944 UNITED STATES PATENT- OFFICE] stamina James R Parker, Guantanamo Bay, Cuba Appllqathn May 14,1941, Serial No. stance Claims. (01. 244-106) My invention relates to improvements in seaplanes of the type embodying hull sections, com- Figure 12 is a view in longitudinal section taken on the line li -i2 of Figure and drawn to anenlarged scale.

and other flight controls, all so as to accomplish improved takeoff performance from the water, turning, and trimming the plane on the water, and reducing when in the air parasite drag caused by the irregular shape of the usual seaplane hull and other well known factors.

Other and subordinate objects are also comprehendeci by my invention, all of which, .together with the precise nature of my improvement, will bereadily understood when the succeeding description and claims are read with reference to the drawings accompanying and forming part of this specification. I

In said drawings: Figure 1 is an inverted perspective view of a seaplane equipped with my improved steps retracted to complete the streamline contour of the hull.

Figure 2 is a similar view with thesteps partially lowered.

Figure 3 is another similar view with the portstep partially lowered.

Figure 4 is a fragmentary view in front elevation of the instrument and control panel.

Figure 5 is a diagrammatic view of the aileron control.

Figure-6 is a fragmentary view in side eleva- T tion of the hull of the seaplane broken away to v illustrate the relation of parts therein.

Figure '7 is a view in perspective of one of the pair of forward steps. V

Figure 8 is a similar view of the rear step.

Figure 9 is another similar view of the frame of the rear step drawn to an enlarged scale and partly shown in section.

Figure 10 is a schematic view of the hydraulic operating mechanism for the steps, also showing the aileron control.

Figure 11 is a similar view of one of the control valves of said mechanism, together with one of the hydraulic jacks controlled thereby, and the fluid pump. a

Figure 13 is a view in transverse section taken' on theline l3-l3 of Figure 12.

Figure 13a is a view in perspective of .one-of the control valve cores.

Figure 14 is a view in transverse section taken on the line il-llof 12. a

Figure 15 is asimilar view taken on the lin l5l5 of Figure 12.

Figure 16 is a similar IB-e-IG of Figure 12 I Figure 17 is a view in perspective of one of the clutch bars. r a

re 18 is a detail view in transverse secview taken on the 1 line tion of the hull body taken on the line ll-of Figure 6, and

Figure 19 is asimilar view taken on line ill-.49 of Figure 6. p f

Referring to the drawings by numerals, my

invention has been illustrated therein as embodied in a seaplane conventionally illustrated as. suflicient for the present purposes, I designating the usual hull, with the exceptions presently noted, 2, the wings, 8', the fin, 4 the rudder, 5 one of the stabilizers, 8 one of the elevators, and l and 8 arestarboard' and port ailerons, respectively. Other parts, not essential to an understanding of the invention have been site sides of the keel of the hull, respectively, and immediately in the rear of said pair, .a rear, secondary step ii centered-in the keel line of the hull. The steps 8,- I l are generally rectangular andof like size andtheir front edges are aligned transversely of the hull I.

The rear step II is substantially triangular with its front end substantially corresponding in width to the distance between the outer sides of the steps 9, Hand its apex trailing. A pair of starboard and port wells i2 and llof suitable form and construction are provided in the hull i in which the steps 9, it are designed to fit flush with the outer surfaceof the hull. A similar well I4 is provided for therear step II in which said step also fits flush. As best shown in Figures 6 and 19, the wells 12,13, It are preferably formed According to my inventioma pair of forward,

frame bars, as at It, in Figure 9, of Duralumin, pr stainless steel, covered with a top and bottom 1 /'skin" of Duralumin sheets ||v riveted in place,

as at I8, on the frame, the construction and arrangement being such that said steps embody a base lateral flange l9 for seating against the outer side of the hull to form a seal around the wells 2, I3, [4, and hinge barrels'20 along the front ends thereof for receiving pivot rods, as at 2|, suitably extended through bearings 22 formed at the front edges of said wells, as-best shown in Figure 18, so that the steps 9,10, and II are vertically swingable from closed positions flush with the hull I, downwardly into different rearwardly and downwardly inclined positions.

,Each'step 9, IO, N is provided with an inter mediate horizontal partition plate, as shown for frame structure a chamber in the upper part of the step and designated- 24.

, instance at 23, in Figure 9, forming with the 7 The aileron control, Figures 5 and lfl comprises the usual control wheel 25 in the cockpit 26 and cable21 operated thereby over pulleys 28, 29,

30, 3|, 32 and operatively connected, as by pulley '33 together with the shaft 34, sprocket and chain drive 35, and gearing 35 to the ailerons so that by rotation of the control wheel 25 in opposite directions the ailerons 8 are operated in the usual manner in opposite directions relatively. The aileron control embodies therein a pair of starboardand port valve operating pulleys 31, 38 in the cockpit 26 operative through the medium of the cable"2'| in relatively opposite directions as an incident to operation of the controlwheel 25 in either-direction and which 1 form a part of hydraulic step operating mechahism to be described. V V g The hydraulic step operating mechanism preferably comprises the following:

' For elevating and lowering the steps 9, .|0,

hydraulicjacks are provided there being a pair of each pair spaced side byside over the rear,

ends of the steps 9, I8, and the cylinder of the rear step jack. is'similarly mounted on a support over the rear end of the rear step The lower ends of the cylinders 44 are reduced and extended through the false bottom I5 of the ull l' with packing glands 49 turned thereon I upon opposite sides of said floor to form a watertight seal, said cylinders as will be understood, extending into the wells |2, |3, of the related steps 9, Hi, The piston rod 58 of each pair ofjacks 39, extend'through a pair of longitudinally extending slots 5| provided in the top of the appropriate Step9, H), as the case may be, and into the chamber 24 of thestep, said rods being equipped within the'chamber 24 with a pair 52 above the step by a suitable clamp, as at54,

and to the top of the step as by a clamping plate 55 bolted to the top, as at 56. The boots 53, as will be celar, form watertight'seals bea tween the piston rods 50, 52 and the steps 9.

part of the other, therefore a description of one will sufllce for all. 1 .Each valve 58, 59, 60, as the case may be,

comprises a suitable fixed cylindrical casing 8| (Figures 12, 13) arranged endwise'to'the instrument panel 51 and having end caps 62 provided with axial 'stumng boxes 83 and internally chambered to provide, inconjunction with a valve core presently described, a pair of inlet and discharge chambers 64, 65 in the casing at opposite ends thereof, respectively, from which a pair of inlet and discharge nipples 68, 81 extend, respectively. Upon each side offlthe casing 6| is a pair of inlet and outlet nipples 88, 69, respectively, arranged in each pair in laterally spaced relation upon opposite sides of the transverse center of the casing 6|, the pairs being arranged approximately in 140 angular relation above the horizontal center of the casing. A

cylindrical valve core 18 is rotatably fitted in the casing 6| between the caps 82. The valve 'core 10 is provided upon opposite sides of its transverse center with a pair of intake and discharge ports H, 12 each comprising a radial T- shaped branch 13 and aright angled branch 14 extending axially of the core. The intake port H is designed, under rotation in opposite directions of the core 10 to establish communication between inlet nipples 69, respectively, and the inlet chamber 84 (see Figures 11, 12), whereas,

v the discharge port 12 is designed to similarly esof laterally spaced rollers 5| fitting between the top ofthe step and the partition 23 thereof with y a slight clearance and so as to roll forwardly andrearwardly of ,the step to compensate for the arcuate movement of the latter on its pivot. The piston rod 50 of the rear step jack 4| is operatively connected to the rear step II in the same manner asdescrib'ed with reference to the other piston rods 50. A boot 53 of flexible waterproof material is secured to each piston rod 50,

tablish communication between the outlet chamber andthe outlet nipples 69. On top of the valve'casing 6| is a bypass 15 for establishing communication between the branches 13 of the intake and discharge ports'll, I2 by way of the branches-13 of the latter and when the core 10 is in a normal? position presently described.

The des'cribedvalv'es 58, 59, 60 are designed 2' to control the, flow of fluid under pressure from a continuously operating pump 16 mounted in the hull in any suitable manner, and the,

described jacks 39, 40, 4| and said valves are interposed in a hydraulic circuit system as follows, attention being directed particularly to Figure 10.

The outlet and inlet valve nipples 69, 68 on one side of the valve casing 6| of control valve 58 for the starboard step 9 are connected by a pair of pressure and return lines 18, 19 to a pair I of lower and upper manifolds 88, 8|, respectively, the former manifold connecting the lower ends and the latter the upperends of the cylinders 44 of the pair of Jacks 39 for the starboard jack, and a pair of each valve 58, 59, 60 has through, see Figure 12, by way of the stufllng provide for manual operation of the core upon opposite sides of the pulley a pair of pressure and return lines 96, 81 between one side of the valve and the manifolds, respectively, and another pair of pressure and return lines 88, 89 between the other side of said valve and said manifolds. I

The valve 60 is connected to the Jack M for the rear step in substantially the same manner as described with reference to the valves 58, 59, by pressure and return lines 90, 9I leading from one side of the valve 60 to the bottom and top, respectively, of the cylinder 44 of said pressure and return lines 9I, 92 leading to the top and bottom of said cylinder, respectively.

A fluid pressure supply line 93 extends from the output side of the pump 16 to the inlet nipples 66 of the valve casings 6|, and a fluid pressure return line 94 extends from the discharge nipples 61 of said casings 6| to the intake side of said pump.

Indicators 95, 96, 91 of any suitable character are mounted on the instrument panel 51 for indicating operations of the starboard, port, and,

rear steps 9, I0, I I, said indicators beinginterposed in the pressure and return-lines in any suitable manner for operation in synchronism with the steps.

Coming now to the valve operating means,

extending axially thereboxes 63 and a central counterbore 98 in' each core 10, a hollow core operating shaft 99 to which said'core is fixed, the shaft having a rear end extending through and journaled in the instrument panel 51- with an operating lever I00 fixed thereon crosswise thereof in the rear of said panel. The front end of the hollow shaft 99 extends forwardly through a bearingplate I 0| in the hull I in which plate said shaft is suitably mounted for rotation and against end- Wise movement.

As will be obvious. the described hollow shafts 99, operating levers I00 and the shaft mountings 10 of the valves 58, 59, 60, selectively.

In the case of the valves board steps 9, and the provided for operating the hollow shafts 99 in conjunction with the ailerons 1, 9 and through operation of the previously described aileron control. This means comprises a clutch for each valve 58, 59 interposed between the plate I M and the front structure I02 of the cockpit 26.

Each clutch comprises a clutch control shaft I03 extending through the hollow shaft 99, of the valve and endwise slidable and rotatable in shaft 99. said shaft I03 having its front end similarly mounted in the structure I02, as at I04. The beforementionedstarboard and port valve operating pulleys 3], 38 are fixed on the shafts I03 of the valves 58, 59.eaoh by a pin I05, as shown for instance in Figure 12. Surmounting each pulley 31, 38 is a transversely extending clutch bar I06 mounted on the pulley for radial movement upwardly and downwardly, by means ofa pair in a pair of'lateral'ears I08 extending from opposite sides of the pulley, respectively. Suitable springs I99 on the pins I01 tension the clutch bar against upward movement and retain the same seated on said ears. A notch H0 in the clutch bar I06 accommodates the cable 21. A longitudinal, tooth-forming, rib III on the bottom of the clutch bar rests at its ends on a pair of stationary cams II2 arranged 58, 59 for the starport step I0, means are.

tion through approximately 70 flying, the ste s 9,

V 31-, 38, respectively. The rib III normally meshes with a gear II3 fast on the hollow shaft 99. The cams II2 are arranged with lowtop portions. as at II4, such that if the pulley 31, 38 is rocked in either direction from a normal posiof movement, the clutch bar I06 through the gear H2 and hollow shaft 99 will'corre'spondingly rock the valve core 10 from normal position, at .which point the cams IIZ will elevate the clutch bar I06 to disengage the rib I from the gear H3. The purpose of saiddisengagement is to disable the aileron control as regards operation of the valves 58, 59' in the limits of operation of' said valves so as to permit continued operation of the aileron control, this being necessary because the ailerons are swingable through a greater arc of movement than is essential to operation of the valves 58, 59 from normal position into the limits of movement in either direction.

By sliding .the clutch control rod I03 forwardly,

the pulleys 91, 38 thereon and the clutch bars- I06 may be moved forwardly relative to the gears II3 to disengage the ribs III from the tensions the clutch shaft I03 against operation to disengage the clutch. ing lever H8 is pivoted on one end of the lever rear end of the clutch ment being such that .A clutch shaft operatat one end, as at H9, H0 to bear against the shaft-I03, the arrangeby grasping the levers I 00, H8 and pressing the same together the lever I-I8 may be forced against the clutch shaft I03 to force the same forwardly into clutch disengaging position. A gravity catch I20 is pivoted, as at I2I, on-the lever I00 to extend through a slot I2I in the lever I I8 and interlock with the lever to move the clutch control shaft disengaging position, so that the I03 into clutch levers I00, II8

- are then locked together and the clutch locked disengaged, and thevalve core 10 may then be manually operated by-the lever I 00.

As will be understood, the valve 60 controlling the rear step II is operated manually, solely, through th'elever I00 and is in no way affected by the aileron control.

Referring now to the operation, normally when III, II are retracted into the wells I2, I3, I4 flush with the hull I. The valve cores of valves 58. 59, 60 are turned to normal position in which the T branches 13 of the intake and discharge ports 1|, 12 are in an intermediate position in-registration with opposite ends of the bypasses 15. The hydraulic pressure is flowing from the output side of the pump 16 through each of the valve by way of inlet chambers 64, intake ports 1|, discharge ports 12.

bypasses 15, and The pistons 50, 52 of the jacks 39, 40, and 4| are in this position of the steps 9, I0, II at the tops of the cylinders 44.

When on the water, the steps 9, I0, II may be lowered to any desired angle as follows:

By manipulat on I00, the valve cores 10 are rotated in the proper direction to register the T branches 13 with the pair of inlet and outlet nipples 60, 69 registering, in the case of the valve 58, with the pressure II 8 when the latter is operated nipples 66, inlet I of the valve operating levers I scribing now the operation of the l The fluid below the pistons so .the side of the liftedraileron thereby.

4 and return lines I9, 19, in the case of the valve 59 with the pressure and return lines 89, 81, and

in the case of the'valve 50 with the pressure and return lines 90. 9|. As has previously been described, the designated pressure and return lines extend to the tops'and to the bottoms, respectively, of the cylinders of jacks 39, 49, 4|. De-

fluid circuit in connection with one valve, for instance, the

starboard one 59, the fluid pressure from the fluid pressure supply line 93 enters the inlet chamber 64, passes through, the inlet ports I3 to the fluid pressure line 82 and into the tops of the pair of cylinders-39 forcingthe 50 and hence the related step 9 down. is returned to the pump return line 94 by way the-retum line 93 registering with discharge port 14, and by way of chamber 65 and discharge nipple 61 to line 94. The other valves 59, 69 control the hydrauliccircuit therethrough to and from the related cylinpistons ders in'the same manner.

i assumed, that it is desired to elevate the starboard step 9, for instance, the appropriate core may be rotated :by the lever I99 in the opposite direction to that previously Now let it be described to registerthe T branches .19 orthe intake and discharge ports 1|, I2 with the pair of intake and discharge, nippleson the opposite side of the valve, registering with the pressure and return, lines "18, 19. As previously described, these lines I8, 19 extend to the bottomsand tops,

respectively, of the cylinders 39. In this position of the core ,10, the fluid pressure enters valve 58 by way of nipple '66 and inlet chamber 64, passes out through intake port H to pressure line 18 and to the bottoms ofcyllnders 39. The

fiuid above pistons50 is returned by way of return line I9, through discharge port 12 of core 10 to discharge chamber 65 and to fluid return operated and control the fluid circuit in the same manner in lifting the related steps. a

in the described manual As will be understood, operation of the starboard, and-port step control valves 58, 59, the associated described clutches between the same, and the aileron control are disengaged. r I I With the clutchesbetween the starboard and -port step control valves 58, 59 engaged in the manner already -..described, the' starboard and port steps 9, It being partially lowered, for example, the ailerons I, 8 inv neutral position, let

it be assumed that the aileron control is operated to set the ailerons for a bank in takingoft the water, or circling thereon.- As will be clear the starboard and port valve operating pulleys 31, v f 38 will be rotated by the aileron control revers'ely, relatively, in correspondence" ,with reverse swinging of the ailerons essential to such banking, and

V and manual operation or the appropriate star tion to close proper by-passes so that pressure may be built up in the appropriate valve lines.

By thus operating the steps 9, I0, aerodynamic control is augmented by hydrodynamic control and hydrodynamic control may be varied as desired by disconnection of the appropriate clutches board and port step control valves 58, 59.

It may be explained that the described hydraulic system is always full. Each valve 58,59, 60 has a closed, position in which the fluid passes through the circuit by way of the bypassl5 of the valve so that in any position of the steps 9, I9, I I, by setting the valves closed the steps may be retained in set'position. The foregoing will, it is believed, suffice to impart a clear understanding of my invention without further explanation.

Manifestly the invention, as described, is susceptible of modification without departingirom the inventive concept and right is herein reserved to such modification as fall within the scope of the subjoined claims.

WhatI claim is: I

1. In a seaplane including a hull, a pair of right and left wings, a pair or right and left ailerons on said wings, and an aileron control, a pair or right and left steps at the'bottom or the hull arranged upon opposite sides of the keel line, respectively, side by side beneah said wings and pivotally mounted for vertical swinging movement into different downwardly and rearwardly line 94 to pump 16. The other valves-59, '69 are inclined positions, means to operate said steps comprising a fluid pressure circuit including a constantly operating pump, control valves in said circuit for said steps, respectively, means to operate said valves simultaneously through operation ofthe aileron control in conjunction with operation of the ailerons, and means todisable said last means as regards operation thereby of a selected valve and for, subsequently operating the selected valve independently.

2. In a seaplane including a. hull, a pair of right and'left wings, a pair of right and left ailerons on said wings, and an aileron control, a'pair of rightand left steps at the bottom of the hull arranged upon opposite sides of the keel line, respectively, side by side beneath said wings and pivotally mounted for vertical swinging movement into different downwardly and rearwardly inclined positions, means to operate said steps comprising a fluid pressure circuit ineluding a constantly operating pump, control valves in said circuit for said steps, respectively, means to operate said 'valves simultaneously through operation of the aileron control in conjunction with operation of the ailerons, and

tothereby effect the reverse relative rotation of the valve cores 10 of the starboard and port step means to manually operate said valves selectively independently of operation by the aileron con-' ro '3. In a seaplane including a hull, a pair of right and left wings, a pair of right and left ailerons on said wings and an aileron control, a pair of right and left steps at the bottom of the hull arranged upon opposite sides of the keel line side by side beneath said wings and pivotally proper valve cores may be setout of normal posimounted for swinging movement into difierent downwardly and rearwardly inclined positions, means to operate said steps into said difierently inclined positions comprising a fluid pressure circuit including a constantly operating pump, pressure operative jacks for each step interposed in said circuit, a pair of valves interposed in the circuit for controlling the jacks of each step, re-

spectively, manipulative operating means for each valve, arid means to operate said manipulative means simultaneously through operation of said aileron control in conjunction with oppressure operative jacks for each step-interposed in said circuit, a pair of valves interposed in the circuit for controlling the Jacks of each step, respectively, manipulative operating means for each valve, and means to operate said manipulative means simultaneously throughoperation of said aileron control in condunction with oper-' valves. 7

ation of said ailerons, said last means includinL a clutch automatically disengaged in limits of operation of said valves.

7 5. In a seaplane including a hull, a pair of right and left wings, a pair of right and left ailerons on said wings and an aileron control, a pair 0! right and left steps at the bottom of the hull arranged upon opposite, sides of the keel line; side by side beneath said wings and pivotally'amounted for swinging movement into different downwardly and rearwardly inclined p0 sitions, means .to operate said steps into said differently inclined positions comprising a fluid pressure circuit including a constantly operating pump, pressure operative jacks for each step interposedin said circuit, a pair of valves interposed'in the circuit for controlling the jacks or each step, respectively, manipulative operating means for each valve, and means to operate said manipulative means simultaneously through oporation oi'said' aileron control in conjunction with operation'ot said ailerons, said last means including. a clutch, and cam means for diseneasin the clutch in limits of operation of said JAMES. F; PARKER. 

